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@Luiten tatnatent ,ffice DANIEL D. GITT, OF ARENDTSVILLE, PENNSYLVANIA.

Letters Patent No. 73,444, dated January 21, 1868. I

IMPROVEMENT INl RUNNING-GEAR FOR VEHIGLBS.

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TO ALL WHOM IT MAY GONOERN:

Beit known that I, DANIEL D. Grrr, of Arendtsv'ille, in thc county of Adams, and State of Pennsylvania, have inventedscertain new and` useful Improveu'ients in Running-Gear for Vehicles; and I do hereby7 declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, making part of this specification, in which Figure l is an elevation of one side of a wagon, with two wheels removed, to show the improvements.

Figure 2 shows the manner of attaching the rear end of the wagon-bodyr to the rear spring, by a loose pivot-joint.

Figure 3 is an enlargedvertical section through the spring, spring-bur, and front' axle, showing the mode of connecting the reach to the front axle.

Figure 4 is an enlarged sectional view, showing' the manner of connecting the rear spring tothe wagon-body.

Figure 5 is a top view of the head-block and slider.

Similar letters of reference indicate corresponding parts in the several figures.

This'invention relates to'certain novel. improvements on the construction of the running-gear of allkinds of four-wheel vehicles having their bodies mounted upon springs, and is designed to prevent the racking and straining of the running-gear, caused by Athe hitherto rigid attachment of some of the parts composing it.

The nature of my invention consists in inter-posing a joint-connection between the axle and spring, or between the spring-and bed or'body of a vehicle, either at the front or the rear end thereof, which connection shall prevent injurious shocks, Ain riding over stony or uneven ground, by preventing the vibrations of the axles b `from being imparted to the body or bed of the vehicle,.as will be hereinafter explained.

The invention also consists in attaching the reach or coupling-bar ofthe two axles to one of these axles, in such manner as will prevent this coupling from being twisted or strained, in consequence of the vertical vibrations of said axles, as will be hereinafter explained.

The invention also provides i'or relieving the friction between the sliders of a vehicle, by the interposition of anti-friction rollers between them, as will be hereinafter described.

To enable others skilled in the art to understand my invention, I will describe its construction and operation.

In the accompanying drawings'fAis the wagon-body, B B the springs which are interposed between the bodyfandthe axles, C C! are the axles, and I) is the reach or coupling-bar connecting together the two axles. The front axle C is connected to the head-block E by means of a king-bolt, a, so as to allow this axle a horizontal vibration; and between this block and its axle are the sliders Z) o', one of which is secured to the axle, and the other is secured to or formed on the bottom section of the head-block E. I n order to relieve the sliders from undue friction, I employ anti-friction rollers c c, which may be pivotcd to the block E, or to the lower slider b. These rollers aiford rol-ling supports, and prevent the friction caused by sliders working close together, as hitherto employed. The block E is constructed of three longitudinal sections, divided vertically and hori zontally, which sections enclose a socket for receiving a cylindrical head, d, formed on the front end of the reach or coupling-bar D, as shown in iig. 3. Between the head-block E and thc wagon-body or spring-bar, an elliptic spring is interposed, which is lettered B. This spring is rigidly boltedto the block E, and also to the wagon-body A, and it is arranged in' a direction with the length of the axle, as shown. The rear spring B is secured rmly to the rear axle, and connected to the spring-bar or wagon-body, by means of a joint, so that said reara'xlc shall be allowed to vibrate, in a vertical plane, independently of the wagon-bed or bodyi The drawings represent the joint interposed between thc springr and wagon-body, but, if desirable, this joint may be interposed between the spring and axle. I prefer to make the joint in the following manner: A ilat plate, F, is secured rmly to the spring-bar or wagon-bed, by means of bolts, the heads of which are coun-` tcrsunk into thc bottom'surface of this plate. In the middle ofthe length `of this plate two ear-pieces, e e, prf ject down from its front and rear edges, which are perforated for receiving the pivot coupling-pin f. Gr repre I scnts another plate, which is .tirznlyboltcd to the spring B by means of bolts, the heads of which are countersunlr into thc upper side of this plate, as shown in fig. Plate G is slightly less in width, and about equal in length to the pluto F, so that it will lie between thc lugs or ear-pieces e-e of the latter plate. Atthe extremities of the plate Gr lugs g g are formed, which extend downward and support this plate upon the spring B', and near the middle ot' the length ot' this plate lugs g f/ are formed, on its bottom surface, which leave a vertical slot between them, which is slightly greater in width than the couplingpinf that passes through this slot. The bolt-holes through the two plates F and G are made oblong, for the purpose of adapting the plates to different vehicles, or to different springs.

It will be seen froml the above description et' my improved joint, that it is applicable to the front or rear partof a. vehicle, and that it can be applied ,either between the front or rear spring and axle, or between the springl and wagon-bed or body. 'llhe joint which have described will prevent undue lateral or longitudinal play or loosencss, and will, at the same time, prevent the lateral rocking and jolting motions ot` the wagon-body, which ale so unpleasant to persons riding:r over rough roads in vehicles as hitherto constructed.

The wagon-body should be firmly secured to one of the springs B or B, so that it will be supported in a horizontal position. 'lhe reach or coupling-bnr D is secured firmly to the rear axle in the usual manner, but connected to the head-block Eas above described, so as to oscillate freely in said block. l In rear ofthe block E the cylindrical portion of the reach passes through a bearing, 7i, which rises from the upper slider, as shown in ligs. 1, 3,:1nd 5. By this mode of attaching the reach, it is allowed to oscillate freely, end is-thus prevented frombeing twisted or strained. y

Having described my invention, what I claim as' new, and desire to secure by Letters Patent, is

1. Interposing a joint between the spring and the body or, axle of a. vehicle, either at the front or rear end thereof, said joint being so constructed as will allow one ofthe axles to vibrate vertically and independently-of the body or bed of the vehicle, substantially as described.

2. Connecting the coupling-bar or reach of a vehicle at one end, by means of a swivel-joint, so as to prevent said reach from being twisted or strained by the motions of the axles, substantially-as described.

3. The combination of a join t-pin, j', placed between one ofthe axles and the body of a vehicle, with a, reach, which is connected at one end by a swivel-joint, substantially as described.

` 4. The application of anti-friction rollers, c c, to the sliders Z1 b', substantially as described.

5. The sectional head-block E, constructed with a recess in it for receiving a head and neck, which is -formcd on one end of the reach, substantially as described.

G. The construction or" platos F and G, substantially as described, so as to form with pinfa loose pivotal connection between the axle and body of a vehicle. v

'l'. The bearing 71., rising from slider b, and-adapted to serve the purpose described.

Witness my hand, in the matter of my application fer a patent for improvements in the running-gear of vehicles.

DANL D.- GITT.

Witnesses:

It. T. CAMPBELL, JOHN S. HoLLrNGsnEAn. 

